Sparking igniter for explosive-engines.



Np. 706,492. Patent: Aug. 5, |9112.

.1. LIZOTTE. SPARKING IGNITER FDR EXPLUSIVE ENGINES.

(Applicltion dhd Deo.- 11, 1901.)

86" Model.)

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UNrrnD STATES* PATENTAT OFFICE JOSEPH LIZOTTE, OF QUINCY, MASSACHUSETTS, ASSIGNOR OF'ONEJlALF TO MELLEN N. BRAY, OE BOSTON, MASSACHUSETTS.

SPARKING IGNITER Foa EXPL-oslvE-ENGINEs SPECIFICATION forming pm of Letters'mtent No. 706,492, datednugnstns, 1902. Application filed Decemberll, 1901. Serial No. 85,442. (No model.)

To all whom, may con/cerrar, j

Be it known that I, JOSEPH LrZoTTE, of Quincy, in the county of Norfolk and State of Massachusetts, have invented certain new and useful Improvements in Sparkers for Explosive-Engines, of which the following is a f piston has completed its rearward movement.

lf the igniting devicesa're timed for the most efficient action of the engine when running at a high speed, the ignition Will take place toosoon for the lnost -eflicient action when running at slow speed.` Moreover, when starting the engine the operation of the igniter before the piston has reached the limit. of its stroke may cause the piston to j kick back. Itis therefore desirable to provide theV igniting mechanism with means for varying the timeof ignition with relation to thetravel of the piston and to so construct this means that the igniting devices may be operated atthe proper time with relation to the position,`

of the piston both When starting and whe running at different speeds.

The igniting `mechanism usually includes an electric sparker for producing an'ig'nitingspark, and a simple and efficient constructionY which admits of the adjustments referred `to comprises a spark'er Whichmay be adj usted with relation` to its operating mechanism to vary the timing of its operation. This manner of eecting the adjustment in the igniting mechanism is advantageous not only in that it admits of-a simple construction of igniting mechanism, but also in that it admits of the operation of the sparker by the piston, thereby insuring a more accurate and Vreliable action of the sparker, especially when through the intake-valveD. mixture is ignited after being compressed by `a sparker comprising two contacts E and F,

running at high speed, thanlincaseswhere the sparker is operated from a cam-shaft or otherwise. t f

A construction embodying the invention is shown in the drawings, in whichlFig-ure 1 is an end view oflthe'cylinder with the cylinder-head removed toshow the sparker. Fig. 2 is a sectional view showing the manner of mounting the adjustable contact of the sparker. Figs. 3 ande aresectional views through the end of the cylinder,

A showing the adjustment of the sparker when i'unning at high speed and when startingthe engine. f

The engine is provided with the usual piston A, which reciprocates in the cylinder B. The mixture of air and gas is introduced into the explosion -chamber O of the engine The explosive included inanelectric circuit, one of the contacts E being movedat the proper 'times to break the circuit, and thus produce a spark which ignites the mixture in the explosioncham ber.

When the engine is running at high speed,

j the highest efficiency is ohtainedby operating the sparker before the piston reaches the hand, and at such time the sparker should be l operated whenthe piston issubstantially at the limit of its throw, as otherwise the piston will be suddenly forced forward before it reaches thelimit of its rearward stroke, thus turning thecrank-shaft in a direction opposite to that intended and opposite to the direction in which it is being turned by hand. In other Words, with the sparker adjusted for thebest results when running by power it would be diflicult, if not impractical, to start the en. gine in the usual manner.

To enable the igniting mechanism to be operated to give the highest elliciency when running by power and also to be operated propery when starting the engine, the sparkeris so constructed and mounted that it may be IOO , adj ustedwith relation to its operating mechanism to vary the timing of its operation. To this end the contact E, which, as shown, is in the form of a lever, is arranged to be engaged at intervals by its operating mechanism, and the contact F is mounted for adjustment to change the position of the contact E with re-J lation toits operating mechanism. As shown, the lever E isarranged to be engaged by the pistonon its rearward stroke, and the piston in this construction forms the operating mechanism for the sparker. This mode of operating the sparker is preferred because of the simplicity of the construction and because of the accuracy and reliability of the operation.

The adjustment of the contact F is effected by mounting the contact eccentrically in the wall of the explosion-chamber and providing external means whereby the contact may be turned. As shown, the contact F is apin projecting from a flange f, formed on the end of astud j", the pin being eccentric to the axis of the stud. The pin may be provided with a platinum sleeve f3. The stud f is carried by a sleeve G and is separated therefrom by a tube H, of asbestos or other suitable insulating material. The stud f is secured in the sleeve G by nutsf2, screwed onto the end of the stud and serving to bind the parts together., Disks h,of insulating material-such,

for instance, as mica-are interposed between the iiange f and. a washer h2, which engages the end of the sleeve Gand between the nuts f2 and the outer end of the sleeve. The sleeve G is mounted to turn in a bushing I, screwed into the'wall of the explosion-chamber, and the outer end of the sleeve is provided With a handle g, by which the sleeve may be conveniently turned to adjust the sparker.

Electrical connection is made with the stud f through a stationary bar J, one end of which engages the outer nut f2 and the other end of which is secured to a stud H', from which it is separated by suitable insulation. The bar J is connected with one of the wires of an electric circuit, the other wire of which connects with the contact E through the metallic parts of the engine.

When the engine is running at high speed, the sparker is adjusted, as shown in Fig. 3,

and the piston operates the sparker'before it reaches the limit of its rearward stroke. When the engine is to be started, the contact F is turned into the position shown in Fig. 4, thus bringing the lever E into such position that the piston will not operate the sparker until it is substantially at the end of its rearward stroke. If found desirable, the contact F may be moved into any position intermediate those shown to vary the timing of the sparker in accordance with the speed of the engine.

The sleeve G may be held in any of its adjusted positions bya tension-spring G, interposed between the bushing I and a flange on the outer end of the sleeve and holding the washer h2 in frictional engagement with the end of sleeve G. The contact E may be held normally in, engagement with the contact F by gravity or by a spring.

What I claim, and desire to secure by Letters, isy I l. In a sparker for an explosive-engine a contact F eccentrically formed on a stud f', an adjustable sleeve G carrying the stud and insulated therefrom, and a bushingl in which thesleeve is frictionally held from rotation, substantially as described.

2. In a sparker for explosive-engines, a studf provided with an eccentric contact, an adjustable sleeve G in which said stud is secured against rotation, insulating material separating the stud and sleeve, and means for holding said sleeve in its adjusted positions, substantially as described.

3. In a sparker for explosiveengines, a stud f' provided with an eccentric contact F,

va sleeve G, an insulating-sleeve II between the stud and the sleeve G, means for binding the stud and the sleeves G and l-I together, a bushing I in which the sleeve G is mounted, and a spring G for frictionally holding`the sleeve G in its adjusted positions, substantially as described.

In testimony whereof I have aiiixed my signature in presence oftwo witnesses.

JOSEPH LIZOTTE. Witnesses:

IRA L. FISH, KATHARINE A. DUGAN. 

